r even from 2 wheel drive to 4 wheel drive.

Manual Transmissions
Many quads have a manual transmission, especially sport quads. They operate just
like a manual transmission on a motorcycle. Manually changing gears while on a
quad will allow the rider to have more control and can help keep the engine's RPM
in the best range possible to get maximum power when you have traction or less
power (limited slip) when you don't.
It can also make it easier to turn or get out of a turn. When you're turning sharply
you don't really want the transmission to shift because it could upset your balance.
Learning to shift gears on an ATV is a little easier than learning to shift gears on a
motorcycle because you don't have to worry about keeping the quad standing up as
it has 4 wheels. Everything else is about the same.
Manual transmissions require the use of a clutch, the throttle, and a shift lever all
at the same time. You may also need to use a brake at the same time if you are on
a hill.
The brakes on these quads are the same as a motorcycle as well; the rear brake is
operated by using your right foot and the front brake is operated using your right
hand.
Since you have to use the throttle while taking off, it will be easier to use your foot
brake while taking off but that may not always be the best way depending on the
situation.
Steep hills pose a very different problem and the technique you use to start on a
hill will vary if you are facing up the hill or facing down the hill.
SxS often have a manual transmission as well, but they are more like a car. You
operate the throttle with your right foot and the clutch with your left foot.
The shift lever is either a hand shifter on the floor like a Jeep or on more high-
performance SxS you might find them on the steering wheel to be operated by
your hands. These are called paddle shifters and allow you to keep both hands on
the steering wheel and be able to shift both up and down without letting go.

Automatic Transmission
An automatic transmission does all the work for you, usually at the right time.
Many Utility ATVs have an automatic transmission to allow you to focus on other
things like towing, plowing, hauling, etc.
Automatic transmissions work very much like a car, and some of them even have
a lever for either hi or lo gearing. The principal is based on centrifugal force,
where the force moving away from the center of a spinning object increases as the
speed of rotation increases.
When in hi gear, the quad will travel at a much faster rate of speed but will not
have as much power when going slow. In lo gear, the max speed is greatly reduced
but the amount of power at the lower speed is greatly increased, allowing you to
tow or haul more.
Many youth ATVs have an automatic transmission, making it easier for the
typically newer rider to concentrate more on handling the quad instead of trying to
shift gears.
With all the different types of transmission available for ATVs, it may seem
confusing when trying to figure out what you need.
The best way to decide is to simply let the engineers at the manufacturer decide
for you based on your other requirements for what type of ATV to buy.

Types[edit]

Kymco scooter with CVT

Toyota Super CVT - i

Variable-diameter pulley (VDP) or Reeves drive[edit]

In this most common CVT system,[6] there are two V-belt pulleys that are split perpendicular to
their axes of rotation, with a V-belt running between them. The drive ratio is changed by moving
the two sheaves of one pulley closer together and the two sheaves of the other pulley farther apart.
The V-shaped cross section of the belt causes it to ride higher on one pulley and lower on the
other. This changes the effective diameters of both pulleys, which changes the overall drive ratio.
As the distance between the pulleys and the length of the belt does not change, both pulleys must
be adjusted (one bigger, the other smaller) simultaneously in order to maintain the proper amount
of tension on the belt. Simple CVTs combining a centrifugal drive pulley with a spring loaded
driven pulley often use belt tension to effect the conforming adjustments in the driven pulley. The
V-belt needs to be very stiff in the pulley's axial direction in order to make only short radial
movements while sliding in and out of the pulleys. The Chinese gy6-type scooter uses this type of
CVT drive system.
Steel reinforced v-belts are sufficient for low-mass low-torque applications like utility vehicles
and snowmobiles but higher mass and torque applications such as automobiles require a chain.
Each element of the chain must have conical sides that fit the pulley when the belt is running on
the outermost radius. As the chain moves into the pulleys the contact area gets smaller. As the
contact area is proportional to the number of elements, chain belts require lots of very small
elements. The shape of the elements is governed by the static of a column. The pulley-radial
thickness of the belt is a compromise between maximum gear ratio and torque. For the same
reason the axis between the pulleys is as thin as possible. In a chain-based CVT a film of lubricant
is applied to the pulleys. It needs to be thick enough so that the pulley and the chain never touch
and it must be thin in order not to waste power when each element dives into the lubrication film.
Additionally, the chain elements stabilize about 12 steel bands. Each band is thin enough so that it
bends easily. If bending, it has a perfect conical surface on its side. In the stack of bands each band
corresponds to a slightly different drive ratio, and thus they slide over each other and need oil
between them. Also the outer bands slide through the stabilizing chain, while the center band can
be used as the chain linkage.[note 1]

Nissan Motors Extroid CVT

Push-Belt[edit]
While some CVTs transmit torque only through the tension of the belt or chain, a push-belt CVT
transmits torque both through "pulling" belt ring tension and also "pushing" link element
compression.[7][8][9]
Toroidal or roller-based (Extroid)[edit]
Toroidal CVTs are made up of discs and rollers that transmit power between the discs. The discs
can be pictured as two almost conical parts, point to point, with the sides dished such that the two
parts could fill the central hole of a torus. One disc is the input, and the other is the output.
Between the discs are rollers which vary the ratio and which transfer power from one side to the
other. When the roller's axis is perpendicular to the axis of the near-conical parts, it contacts the
near-conical parts at same-diameter locations and thus gives a 1:1 drive ratio. The roller can be
moved along the axis of the near-conical parts, changing angle as needed to maintain contact. This
will cause the roller to contact the near-conical parts at varying and distinct diameters, giving a
drive ratio of something other than 1:1. Systems may be partial or full toroidal. Full toroidal
systems are the most efficient design while partial toroidals may still require a torque converter,
and hence lose efficiency.
Some toroidal systems like the torotrak, are also infinitely variable, and the direction of thrust
can be reversed within the CVT.[10]
Diagrams:

 Animated image of a toroidal CVT on HowStuffWorks

Examples:

 Nissan Extroid CVT (pdf on Nissan-Global site)

Magnetic or mCVT[edit]
A magnetic continuous variable transmission system was developed at the University of
Sheffield in 2006 and later commercialized.[11] mCVT is a variable magnetic transmission which
gives an electrically controllable gear ratio. It can act as a power split device and can match a
fixed input speed from a prime-mover to a variable load by importing/exporting electrical power
through a variator path. The mCVT is of particular interest as a highly efficient power-split device
for blended parallel hybrid vehicles, but also has potential applications in renewable energy,
marine propulsion and industrial drive sectors.
Infinitely variable transmission (IVT)[edit]
A subset of CVT designs are called infinitely variable transmissions (IVT or IVTs), in which the
range of ratios of output shaft speed to input shaft speed includes a zero ratio that can be
continuously approached from a defined "higher" ratio. A zero output speed (low gear) with a
finite input speed implies an infinite input-to-output speed ratio, which can be continuously
approached from a given finite input value with an IVT. Low gears are a reference to low ratios of
output speed to input speed. This low ratio is taken to the extreme with IVTs, resulting in a
"neutral", or non-driving "low" gear limit, in which the output speed is zero. Unlike neutral in a
normal automotive transmission, IVT output rotation may be prevented because the back-
driving (reverse IVT operation) ratio may be infinite, resulting in impossibly high backdriving
torque; in a ratcheting IVT, however, the output may freely rotate in the forward direction.
Friction[edit]
In the early decades of the 20th century, several tractors and small locomotives were built with
friction-disk transmissions with an output disk rolling on the face of the input disk. For disks of
identical diameter, the effective gear ratio could be varied from 1:1 when the point of contact was
at the perimeter of the input disk, to infinity when the point of contact was at the center, to -1:1
when the point of contact was at the opposite extreme. The transmission on early Plymouth
locomotives worked this way, while on tractors using friction disks, the range of reverse speeds
was typically limited.[12]
Epicyclic gearing[edit]
Many IVTs result from the combination of a CVT with a planetary gear system which enforces an
IVT output shaft rotation speed which is equal to the difference between two other speeds within
the IVT. This IVT configuration uses its CVT as a continuously variable regulator (CVR) of the
rotation speed of any one of the three rotators of the planetary gear system (PGS). If two of the
PGS rotator speeds are the input and output of the CVR, there is a setting of the CVR that results
in the IVT output speed of zero. The maximum output/input ratio can be chosen from infinite
practical possibilities through selection of additional input or output gear, pulley or sprocket sizes
without affecting the zero output or the continuity of the whole system. The IVT is always
engaged, even during its zero output adjustment.
IVTs can in some implementations offer better efficiency in the preferred range of operation when
compared to other CVTs because most of the power flows through the planetary gear system and
not the controlling CVR. Torque transmission capability can also be increased. Staging power
splits is also possible for further increase in efficiency, torque transmission capability and better
maintenance of efficiency over a wide gear ratio range.
Examples[edit]
Hydristor[edit]
An example of a true IVT is the Hydristor because the front unit connected to the engine can
displace from zero to 27 cubic inches (440 cm3) per revolution forward and zero to −10 cubic
inches (−160 cm3) per revolution reverse. The rear unit is capable of zero to 75 cubic inches
(1,230 cm3) per revolution. However, whether this design enters production remains to be seen.
Another example of a true IVT that has been put into recent production [13] and which continues
under commercial development[14] is that of Torotrak.
Guigan[edit]

A French inventor, Franck Guigan, filed patent applications in 2017 for a method based on
variable diameter gears (PCT/FR2017000174).[15] This new method eliminates any oscillatory
movement that could cause vibration. It is a true IVT as the variable diameter of the crown allows
the transmission ratio to vary from any positive value to any negative value passing through a
ZERO position. It also works as a regenerative brakingsystem, which can be used as a kinetic
energy recovery system. It also allows to combine two engines, for example a combustion engine
and an electric one.
Franck Guigan filed in 2018 patent applications for a method based on oscillating racks combined
with freewheels, which gave rise to many different transmissions.[16]

This transmission is also a true IVT as the transmission ratio can be ZERO, which means that it
allows not to use any clutch. Although there is an oscillatory movement, some of these
transmissions are absolutely homokinetic, which means the rotation of the output shaft is at all
times exactly proportional to the one of the input shaft. The MultiRack transmission shown on the
right will work most of the time in "direct drive" mode, the output shaft being directly connected
to the input and the racks remaining stationary, and it is only in case of mechanical overload, that
the CVT will come into play. A new feature is that the transmission ratio may be permanently
adapted to the resistive torque. This is what allows to use downsized engines (e.g. electric), that
are lighter, less bulky and more economical to build and to use. Not only does this device
guarantee the constant supply of sufficient torque, but it also protects the engine.
In both cases, the transmission ratio can be chosen manually or computer-determined.
Ratcheting[edit]
The ratcheting CVT is a transmission that relies on static friction and is based on a set of elements
that successively become engaged and then disengaged between the driving system and the driven
system, often using oscillating or indexing motion in conjunction with one-way clutches or
ratchets that rectify and sum only "forward" motion. The transmission ratio is adjusted by
changing linkage geometry within the oscillating elements, so that the summed maximum linkage
speed is adjusted, even when the average linkage speed remains constant. Power is transferred
from input to output only when the clutch or ratchet is engaged, and therefore when it is locked
into a static friction mode where the driving & driven rotating surfaces momentarily rotate
together without slippage.
One type of ratcheting CVT that is not dependent on friction uses a scotch yoke mechanism to
convert rotation to linear oscillation. The magnitude of oscillation, sometimes called "stroke",
depends on the distance of the crank pin in the scotch yoke mechanism from the axis of rotation.
The stroke is altered by altering the distance of the crank pin from the axis of rotation. This linear
oscillation is converted back to rocking motion using a rack and pinion. This rocking motion is
rectified to rotation using either computer controlled clutch, sprag clutch or one-way bearing. The
main advantage of this type of CVT is that it is not dependent on friction to transmit power. One
drawback here is that the input to output ratio is sinusoidal and not constant. However, patented
designs exist to overcome this drawback by altering the instantaneous rotational speed of
the scotch yoke mechanism using non-circular gears. An example of a non-friction-dependent
ratcheting CVT having a constant input to output ratio, is patent protected under U.S. Patent
9,970,520B2.
These CVTs can transfer substantial torque, because their static friction actually increases relative
to torque throughput, so slippage is impossible in properly designed systems. Efficiency is
generally high, because most of the dynamic friction is caused by very slight transitional clutch
speed changes. The drawback to ratcheting CVTs is vibration caused by the successive transition
in speed required to accelerate the element, which must supplant the previously operating and
decelerating, power transmitting element.
Ratcheting CVTs are distinguished from VDPs and roller-based CVTs by being static friction-
based devices, as opposed to being dynamic friction-based devices that waste significant energy
through slippage of twisting surfaces. An example of a ratcheting CVT is one prototyped as a
bicycle transmission protected under U.S. Patent 5,516,132 in which strong pedalling torque
causes this mechanism to react against the spring, moving the ring gear/chainwheel assembly
toward a concentric, lower gear position. When the pedaling torque relaxes to lower levels, the
transmission self-adjusts toward higher gears, accompanied by an increase in transmission
vibration.
The ratcheting IVT dates back to before the 1930s; the original design converts rotary motion to
oscillating motion and back to rotary motion using roller clutches.[17] The stroke of the
intermediate oscillations is adjustable, varying the output speed of the shaft. The fundamental
limitation is that when the torque transfers between the separate oscillatory paths the change in
deflection causes high vibration at higher torques. The original design is still manufactured today,
and an example and animation of this IVT can be found here.[18] Paul B. Pires created a more
compact (radially symmetric) variation that employs a ratchet mechanism instead of roller
clutches, so it does not have to rely on friction to drive the output. An article and sketch of this
variation can be found here [19]
Hydrostatic[edit]

Honda DN-01 motorcycle: Swashplate animation

 The Japanese Type 10 tank uses hydraulic mechanical transmission (HMT).

Hydrostatic transmissions use a variable displacement pump and a hydraulic motor. All power is

transmitted by hydraulic fluid. These types can generally transmit more torque, but can be
sensitive to contamination. Some designs are also very expensive. However, they have the
advantage that the hydraulic motor can be mounted directly to the wheel hub, allowing a more
flexible suspension system and eliminating efficiency losses from friction in the drive shaft
and differential components. This type of transmission is relatively easy to use because all forward
and reverse speeds can be accessed using a single lever.
An integrated hydrostatic transaxle (IHT) uses a single housing for both hydraulic elements and
gear-reducing elements. This type of transmission has been effectively applied to a variety of
inexpensive and expensive versions of ridden lawn mowers and garden tractors.
One class of riding lawn mower is the zero-turn mower, which has traditionally been powered
with wheel hub mounted hydraulic motors driven by continuously variable pumps. This design
tends to be more expensive than alternatives.
Some heavy equipment may also be propelled by a hydrostatic transmission; e.g. agricultural
machinery including foragers, combines, and some tractors. A variety of heavy earth-moving
equipment, e.g. compact and small wheel loaders, track type loaders and crawler tractors, skid-
steered loaders and road rollers use hydrostatic transmission. Hydrostatic CVTs are usually not
used for extended duration high torque applications because of the heat that is generated by the
flowing oil, which may require a substantial oil cooler.
The Honda DN-01 motorcycle is the first road-going consumer vehicle with hydrostatic drive that
employs a variable displacement axial piston pump with a variable-angle swashplate.
AGCO Corporation has employed a hydrostatic CVT transmission in agricultural equipment. The
transmission splits power between hydrostatic and mechanical transfer to the output shaft via a
planetary gear in the forward direction of travel. In reverse the power transfer is fully hydrostatic.
[20]

Naudic incremental (iCVT)[edit]

This is a chain-driven system.[21] Although an iCVT works, it has the following weakness:
High frictional losses[edit]
The variator pulley of an iCVT is choked using two small choking pulleys. Here one choking
pulley is positioned on the tense side of the chain of the iCVT. Hence there is a considerable load
on that choking pulley, the magnitude of which is proportional to the tension in its chain. Each
choking pulley is pulled up by two chain segments, one chain segment to the left and one to the
right of the choking pulley; here if the two chain segments are parallel to each other, then the load
on the choking pulley is twice the tension in the chain. But since the two chain segments are most
likely not parallel to each other during operations of an iCVT, it is estimated that the load on a
choking pulley is between 1 and 1.8 times of the tension of its chain.
Also, a choking pulley is very small so that its moment arm is very small. A larger moment arm
reduces the force needed to rotate a pulley. For example, using a long wrench, which has a large
moment arm, to open a nut requires less force than using a short wrench, which has a small
moment arm. Assuming that the diameter of a choking pulley is twice the diameter of its shaft,
which is a generous estimate, then the frictional resistance force at the outer diameter of a choking
pulley is half the frictional resistance force at the shaft of a choking pulley.
Shock and durability[edit]
The transmission ratio of an iCVT has to be changed one increment within less than one full
rotation of its variator pulley. This means that the transmission diameter of the variator pulley,
made generally from rubber, has to be changed from a diameter that has a circumferential length
that is equal to an integer number of teeth to another diameter that has a circumferential length
that is equal to an integer number of teeth; such as changing the transmission diameter of the
variator pulley from a diameter that has a circumferential length of 7 teeth to a diameter that has a
circumferential length of 8 teeth for example. This is because if the transmission diameter of the
variator pulley does not have a circumferential length that is equal to an integer number of teeth,
such as a circumferential length of 7 1⁄2 teeth for example, improper engagement between the teeth
of the variator pulley and its chain will occur. For example, imagine having a bicycle pulley with
7 1⁄2 teeth; here improper engagement between the bicycle pulley and its chain will occur when the
tooth behind the 1⁄2 tooth space is about to engage with its chain, since it is positioned a distance of
1
⁄2 tooth too late relative to its chain.
Regarding the previous paragraph, the chain of an iCVT forms an open loop on its variator pulley
that partially covers its variator pulley such that an open section, which is not covered by the
chain, exist. This is similar to a sprocket of a bicycle where there is a section of the sprocket that is
covered by its chain, and a section of the sprocket that is not covered by its chain. During one
complete rotation, the toothed section of the variator pulley of an iCVT passes by the open section
and re-engages with the chain. Here if the transmission diameter of the variator pulley does not
represent an integer number of teeth, improper re-engagement between the teeth of the variator
pulley and its chain will occur. Also, the transmission diameter of the variator pulley cannot be
changed while the toothed section of the variator pulley is covering the entire open section of its
chain loop. Since this is similar to where a plate is glued across the open section of a chain loop,
which does not allow expansion or contraction of the chain loop as required for transmission
diameter change of the variator pulley. Therefore, the transmission diameter of the variator pulley
has to be changed one increment during an interval where the variator pulley rotates from an
initial position where a portion of the toothed section of the variator pulley is positioned at the
open section of the chain loop but not covering the entire open section, to the final position where
the toothed section of the variator pulley passes by the open section of the chain loop and is about
to re-engage with the chain. Since it takes less than one full rotation to rotate the variator pulley
from its initial position to its final position mentioned in the previous sentence, the transmission
diameter of the variator pulley has to be changed one increment within less than one full rotation.
In addition, as the transmission diameter is increased, the chain has to be pushed up the inclined
surfaces of the pulley halves of the variator pulley, while the tension in the chain tends to pull the
chain towards the opposite direction. Hence a large force, which is larger than the tension in the
chain, is required to change the transmission diameter. Since the transmission ratio has to be
changed within less than one full rotation of the variator pulley, a large force has to be applied on
the pulley halves within a very short duration. If for example the variator pulley rotates at
3600 rpm, which is equivalent to 60 revolutions per second, then the force required to change the
transmission ratio has to be applied within 1/60 seconds. This would be similar to hitting
something with a hammer. Therefore, here significant shock loads are applied to the variator
pulley during transmission ratio change that increases the transmission diameter. These shock
loads may cause comfort problems for the driver of the vehicle using an iCVT. Also an iCVT has
to be designed as to be able to resist these shock loads which would most likely increases the cost
and weight of an iCVT.
Torque transfer ability and reliability[edit]
The teeth of the variator pulley of an iCVT are formed by pins that extend from one pulley half to
the other pulley half and slide in the grooves of the pulley halves of the variator pulley. Here
torque from the chain is transferred to the pins and then from the pins to the pulley halves. Since
the pins are round and the grooves are curved, line contact between the pins and the grooves are
used to transfer force from the pins to the grooves. The amount of force that can be transmitted
between two parts depend on the contact area of the two parts. Since the contact areas between the
pins and their grooves are very small, the amount of force that can be transmitted between them,
and hence also the torque capacity of an iCVT, is limited.
Another possible problem with an iCVT is that the pins of the variator pulley can fall-out when
they are not engaged with their chain, and wear of the pins and the grooves of the pulley halves
can cause some serious performance and reliability problems.
Cone[edit]

The Evans friction cone, a type of cone CVT

A cone CVT varies the effective gear ratio using one or more conical rollers. The simplest type of
cone CVT, the single-cone version, uses a wheel that moves along the slope of the cone, creating
the variation between the narrow and wide diameters of the cone.
The more-sophisticated twin cone mesh system is also a type of cone CVT. [22][23]
In a CVT with oscillating cones, the torque is transmitted via friction from a variable number of
cones (according to the torque to be transmitted) to a central, barrel-shaped hub. The side surface
of the hub is convex with a specific radius of curvature which is smaller than the concavity radius
of the cones. In this way, there will be only one (theoretical) contact point between each cone and
the hub at any time.
A new CVT using this technology, the Warko, was presented in Berlin during the 6th International
CTI Symposium of Innovative Automotive Transmissions, on 3–7 December 2007.
A particular characteristic of the Warko is the absence of a clutch: the engine is always connected
to the wheels, and the rear drive is obtained by means of an epicyclic system in output.[24] This
system, named “power split”,[25] allows the engine to have a "neutral gear": when the engine turns
(connected to the sun gear of the epicyclic system), the variator (i.e., the planetary gears) will
compensate for the engine rotation, so the outer ring gear (which provides output) remains
stationary.
Radial roller[edit]
The working principle of this CVT is similar to that of conventional oil pumps, but, instead of
pumping oil, common steel rollers are compressed.[26]
The motion transmission between rollers and rotors is assisted by an adapted traction fluid, which
ensures the proper friction between the surfaces and slows down wearing thereof. Unlike other
systems, the radial rollers do not show a tangential speed variation (delta) along the contact lines
on the rotors. From this, a greater mechanical efficiency and working life are claimed.[27]
Planetary[edit]

Description: Infinitely Variable Transmission with rigid friction members (shaped as double cones) in planet
configuration.[28]

In a planetary CVT, the gear ratio is shifted by tilting the axes of spheres in a continuous fashion,
to provide different contact radii, which in turn drive input and output discs. The system can have
multiple "planets" to transfer torque through multiple fluid patches. One commercial
implementation is the NuVinci Continuously Variable Transmission.